Equilibrio intercepting-valve for air-brake control.



-%WQ. MM

'N0.75&285.

E.G.SHORTT.

EQUILIBRIO INTERGEPTING VALVE FOE AIR-BRAKE CONTROL.

, APPLICATION FILED JULY 1,1902. no menu. 7 4 slums-sung: 1.

WITNESSES:

' I ATT RNE? PATERTED'APB.26;1904,

Mm/M

WITNESSES: M w) mf vss zas. PATENTED APR. 26, 1904.:

. B. G. SHORTIT. 50111141131110 INTERGEPTING VALVE FOR AIR BRAKE CONTROL.

APPLIGA TION FILED JULY 1, 1902. I

' 4 BHEETSSHEET 2'.

INVENTOR f IIIJII I A l .M v

I g I i I x f r M ATTORNEY v PATENTEDAPR. 26, 1-904. E. e. SHORTT; V EQUILIBRIO INTERGEPTING VALVE r03 AIR BRAKE CONTROL.

APPLICATION FILED JULY 1, 1802.

' 4 SHEETS-S11E31 3.

H0 MODEL.

'' INVENTOR ATTORNEY.

WITNESSES: v W 9. MM

No.758,285. PATENTED APR.2s,-1904.

E. G. SHOETT.

EQUILIBRI-O INTEBGEPTING VALVE FOR AIR BRAKE CONTROL gPPLIoATms FILED'JULY 1. 1902.

' no MODEL. 4 SH EETS--SHBET 4.- I

I WITNESSES: NVENTOR nuns n-ms. mm. mm. Wmumm n, c.

' Patented April 26, 1 94.

newt-RD sHoRrrr, or GARTHAGE, nnvviyonii-iissioiioii iTQ-,-IMER A,

TIo-NAL AIR BRAKE COMPANY, or JERSEY" CITY, nE -;J nRsE,n-aoonw BQRATIQN QE NEW JERSEY.

SPECIFICATION formingpizrt of letters Pen xavsessm td his;

. Application Julyl, 1 902- Serial ll'o. 113,905- (No model.) i i To all whom it may concern:v Be it known that I, EDWARD G. SHORTT, a citizen of the United States of America, and v a resident of- Carthage, county of Jefferson, 5 and State of New York, have invented'certain new and useful Improvements in Equilibrio Intercepting-Valve Mechanism for Air-Brake GontroL-of which the following is a speeifioav tion. e

1c -My-present invention concerns air-brakes for-use with railway-trains, and relatesmore particularly to an equilibrio intercepting valve mechanism which: is operated byareduction or increase of: pressure-disturbing I 5 equilibrium whereby; air-brake control -may be insured under varying conditions, as hereinafter set forth; 4-; The main object of the improvements is to enable the release of a greater or less amount 2o of braking pressurefrom the brake-cylinder to be effected-when brakes areset, thus obviating the necessity of going tofull release. -Another object among many tliiitimightbe mentioned is'to permit". a continuous and-nu:

- 2"5 interrupted feed of air to the auxiliary reser-c VOllH with theengineers valve in runningfpo sition while-the brakes are set. U

- The invention'cons sts, essentially; in an equilibrium 1nteroeptlnggraduittmg-valveer o ranged between the triple valve and the anxiliary reservoir and controlling theoutlet of the exhaust from brake-cylinder to atmosphere, said valvbeingin the nature of a supplemental attachment to the customary essential-pegs I I 35 of an air-brake system and being placed between two opposingipressures; one that of train p'ipe air and the other that of air: in the auxiliary reservoir, or in some other storage of t air to which'there isa steady feed, and the -"'4 said .valve-heingsubject to move undertlle 'rfl uctuations ofrfthese piressnresiso as to allow o or lessto'f the. braking eresl1re o=-nes --o'ut.o'f thebrakej-eylirider;intmthe itmosphere 5 in :aecordaneewith tho neeessarypr desirable- 1 4 5ionditiens toihe"established in SliGCQSSfillltllgl -eiiicient. r ibigiike servioe; v Jiltmust be Tin-r derz ouluamo mT'ERoEPTme-vALvFdn AIn- -B RAKT 'QON 19f my'improved interceptin v ljemg shown as closed againstits-seat, is a vertical-seotlonalyi .w sho the drawings,

rstoodemoreoverg thatethe' present invention supersedes and displaces th, common deviee--. knownes a retaining valve Er-forareteining g valve is limited in efficiency and is setto a; 5 predetermined pressure, which the engineer, cannot change at will, whereaswithtthe-present improvement theiefiiciene'y mggrshe in: creased at will from zero-t0 the highest pres;- sure neoessaryfor braking pur-poses, and also, 55 my present improvementtakes th placeland performsthe duty of straigh t nn in brake practice, afiording. quiclcrelea se-et any time with a single line of pipe and at the ,Sitn time maintaining quick and automatio. Mil ion, 60 the invention vconsists; furthermore, in manir fold details and peculiarities of constrn ction Combination, and err"anger!) ent,-3suhstantierl-ly as will he. hereinafterdescribed and t1 full-y pointed out in the claims.

In the annexed drawings, illustratingv iny in-: vention, lligure ;1 is a side elevationof my im; I provedintercepting valvefor air'b' ke eonf trol shown in its practical operatw in relation'to the triple valve -and -au 'lia reservoir. Fig.2 isa verltieal k wiiiglth open. Fig. 4 is a transverse cross; view Fig. 5 is adetail; hor' m the cook in the pipe-leading to reservoir or other air-storage.

Similar characters of'lrefere e v e 'Qides' s l te' like parts througliont the differ nt figures of A denotes the amine r "yo r, and, p the triple valve, ofan eir-brakesystem; f

C designates the coupling of the train 'rpe to the triple-valve body; 'll'lelowerf part, commonly termed the, d rip-cupjleasting, of said tripleivalve bodygis'Lprovided ivith 7 openingtat Z), around. vl iicli I iliingefl'fto whichoneoftheiiangesfofeab inglf'is bolt h n e ee i nsbfisi e .t y 1 0, emposit ei m' llfiiflfll, end \i it-hin this (ifis llo'c'ated and base: 'ce vof play Piston; 6 secured o nal flanges 26 and 27, whose outer faces are elastic diaphragm 7 by means of a clampingnut "11, applied ,to the screw-threaded end of the stem of piston 6, which stem has parts 24: and 12 differing in diameter, the one,2' l, nearer to the diaphragm 7 and on the side thereof opposite to the nut 11 being the larger.

1 designates a hollow casting having exterparallel to each other and having also a central transverse .integral partition 2, formed with a central screw-threaded passage 30, containing-a screw-threaded cylindrical seat piece sleeve or bushing within the opening I) of the valve-body, said piston 8 being like in shape, size, and other respects to its counter-1 part 6.at the-other side of'casting 1.

The cap 4 has a tubular extension 5, to which a pipe 31 is coupled by means of the union 16. This pipe 31 leads to the auxiliary reservoir A'or some other storage or receptacle containing air. Piston 8 .is provided with a stem or rod 13, lying within the cap extension 5 and surrounded by a spiral spring '14, which is tensioned between the piston 8 and the flanged end of a sleeve 15, located firmly in' the end of the .tubular extension 5 and entered bythe winged end Of StBIII or rod 13. Piston 8 is provided also witha screwthreaded projection 32, w'hich passes centrally through the diaphragm 9 and engages the block 23, constituting. the valve proper, the same having a movement toward and away from the seat-piece 3. Said valve 23 is faced with flexible material 33, as shown, and has attached'to its center a valve-rod 17, the end of which abuts loosely against the end of the part 12 of the piston-rod belonging to piston 6.

Running from the exhaust-port of the triple valve B to the casting 1 and entering the latter at some suitable point is a pipe 18. This pipe 18 receives the exhaust from the brake-cylin-' der 'andtransmits it to the intercepting-valve,

1 whence it passes to the atmosphere.

The transverse partition 2 in the intercepting-valve casting 1 has a-port 19 leading from the pipe 18 and emptying into an annular passage 20 in the seat-piece 3', the end of which annular passage 20 is opened or closed by means of the valve 23, of which I have just spoken; In the pipe 31, that runs from the interc" fitingvalve to the auxiliary reservoir, is a cock 34,

having an operating-handle Said eoick is shown in vertical section in Fig. 1 and in horizontal; section in Fig. 5. By means of it the passage between the intercepting-valve'and auxiliary reservoir may be closed or opened,

and accordingly this cock may be used to cut out the intercepting-valve when desired.

There maybea form of the invention in which the reservoir connection 31 will be en-' tirely omitted, in which case the spring 14 must be heavy, very much stronger than ordinary, for it will have to substitute for the combined action of the spring and rese'rvoir pressure in the other construction, and consequently must have considerable strength and resisting power-.45.

It will be observed from the foregoing that the interceptingvalve is balanced between two opposing pressures, one that of train-pipe air inlthe train-pipe space of the triple-valve body, which applies its power to the piston 6 and diaphragm 7,'the' other the force of the auxiliary reservoiror other stored pressure, which reaches'thepiston 8 through the connection 31, to which air-pressure is added that of the spring 1 1, which in ordinary circumstances may be-comparatively light, not to exceed, say, three or four pounds. Inasmuch as the two stems or rods 12 and 17 belonging to the diaphragm-provided pistons are'&normally in contact with each other it will be understood that if the trainpipe pressure exceeds the auxiliary-reservoir pressure the pistonsG and 8 will be moved toward the right and the valve 23 lifted from its seat; but so long as the auxiliary-reservoir pressure is equal to or greater than the train-pipe pressure the valve23 will be kept on its seat, and the escape of air from the brake-cylinder through the interceptingvalve will be prevented. Whenever the valve 23 is opened in consequence of the increase or the raising of the pressure against'piston 6 above the counteracting pressure on'piston 8, this open co dition of the valve will only continue until an" equalization of pressures on the two pistons. has been reestablised, after which the valve will of course elose,-it being remembered that the spring 14 supplies the slight additional amount needed to eifect closing after an equalization of pressures takes place on the two diaphragm-provided pistons;

My improved equilibrio intercepting-valve,

which intercepts the discharge of braking pressure to atmosphere, except in such quan-- tities as may be necessary, thus measuring the discharge to the needs of the case, is applicatble to any one of the numerous common-and well known air-brake systems in use on railroads at the present day, especially any system employing an arrangement of triple valve, auxiliary reservoir, and brake-cylinder of the kind generally denominated the l/Vest- 'inghouse type, and in applying my intercepting-valve to any one of these systems it is unnecessary to make ,any change in the construction of the triple valve, the auxiliary reservoir, or the brake-cylinder further than to provide an opening in thedrip-cup casting to which the casing of the intercepting-valve combination with the essential elements of the system, of an intercepting-valve controlling the outlet fromthe brake-cylinder and situated-between the train-pipe or triple valve and the auxiliary reservoir so that it may be acted on by the train-pipeand auxiliary reservoir pressures, the object of the-valve being to provide for the graduating release of braking pressure, and also an uninterrupted feed to reservoir while brakes are set, said intercepting-valve being combined with pistons on opposite sides thereof, which have rods whose ends loosely engage each other.

3. In a fluid-pressure brake mechanism, the combination with the essential elements of the system, of an intercepting-valve and itscasing, a brake-cylinder discharge-passage entering said casing, which passage is controlled by the intercepting-valve, pistons arranged on opposite sides of said valve, and flexible diaphgrams attached to said pistons, said diaphragm provided pistons being placed he'- tween train-pipe pressure and'auxiliary-reservoir'pressure to which they are respectively exposed, in order .,that the variation in degree of the train-pipe pressure may control the opening and olosing'of the interceptingvalve and thus insure graduating release and permit a running feed to auxiliary reservoir with engineers valve in running position and brakes set.

4. In a fluid-pressure brake mechanism, the combination with the essential elements of the system, of an intercepting-valve controlling the outlet from the brake-cylinder, pistons located on opposite sides of said valve, combined therewith in such a manner that their fluctuations will open and close the valve, said pistons being in equilibrium between opposing pressures, together with a spring device for normally keeping the valve seated.

5. In a fluid-pressure brake mechanism, a controlling-valve for regulating the quantity of the discharge of braking pressure from the brake-cylinder, pistons located on opposite,

sides of the valve and respectively exposed to train-pipe and reservoir pressure, the variation' of which will cause the valve to open, flexible diaphragms attached to said pistons; and a spring device for normally elfecting the closing of the valve when the pressures are in equilibrium.

6. Ina fluid-pressure brake mechanism, the combination with the train-pipe, triple valve, brake-cylinder and auxiliary reservoir, of an intercepting-valve for "controlling the discharge from the bi-ako-cylinder, diaphragmprovided pistons located on oppo'site sides of this valve-and having stems endfwisecontact with each other'and regul'iiting the seating and unseating of the valve, one-being exposed to train-pipe pressure andthe other to auxiliary-reservoir pressure, all arranged and combined to allow an opening of the valve when the pressure on one side exceeds that on the other, and a closing thereof when the pressu res are in equilibrium,together with a spring for the valve.

7. The combination with the essential elements of a fluid-pressure brake mechanism, of an intercepting-valve and its casing, a brakecylinder discharge-passage entering said casing, pistons arranged on opposite sides of the valve, said pistons having rods in endwise contact with each other, diaphragms attached to the pistons and fixedly supported at. the ends of the valve casing, means'for applying trainpipe pressure to one of the pistons and auxiliary-reservoir pressure'to the other pistons, and a closing-spring for the valve, all combined and arranged to permit of graduating the discharge of braking pressure at the time of release, and also to permit a continuous feed tojauxiliary reservoir while brakes are set.

8. In a fluid-pressure brake mechanism, thecombination with the essential elements of the system, of an intercepting-valve controlling the outlet from the brake-cylinder, pistons located on the opposite sides of said valve, 03

lindricalguides for said pistons, diaphragms attached to the pistons and fixedly supported, stems or rods connected to the diaphragmprovided pistons, said .rods being normally in contact loosely witheach other and arranged so that ifthe train-pipe pressure exceeds the auxiliary-reservoirlfpressure the pistons will be so moved thattlie valve will be lifted from its seat, but so long as the auxiliary-reservoir pressure is equal to or greater than the trainpipe pressure, the valve will be kept on its seat and the escape of air from the brake-cylinder through the intercepting-valve will be prevented. 1

Signed at Carthage, New York, this 18th day of June, 1902.

EDWARD G, SHORTT.

Witnesses:

F. R. LORD, F. E. SHORTT. 

